FlyingScot

Greetings - I am about to embark on a long-awaited complete interior redo (by Hector) of my Ovation and I am in need of suggestions (pics very helpful) on possible color schemes and designs (bolstering patterns, etc). The possibilities are overwhelming, and good pictures of great Mooney interior remodels are not all that common (I did already search the site). Color patterns that worked (or didn't). If you have a picture of a design of which you are particularly proud/fond or any words of wisdom, your help would be greatly appreciated! Thank you in advance - Bob

for M20R? The Aveo Tips weren't I thought.

Agreed - I live in the Great Lakes too, and I fly a Mooney with TKS several hundred hrs a year in this stuff, all times of the year and mostly IFR in winter for the reasons you describe. I go through a lot of TKS fluid in the winter. That being said, I never accept a clearance that puts me into known icing. (A forecast of possible icing is not known icing.) I run into icing inadvertently in the Great Lakes to be sure, but I don’t believe a TKS or a FIKI is a get out of jail card. And I won’t permit ATC to hang me up in an icing layer. Keep in mind that the FIKI and Inadvertent versions have the same flow rates, the difference is in redundancy, not in ice clearing capability. Both, I believe, give one more safety margin in executing a plan B - neither is sufficient to allow one to press on for extended periods into significant icing. my humble $0.02

Same. Also - I was also told that the the difference between the FIKI and inadvertent installations is primarily a heated stall warning and redundant pumps/lines - the panel for rates are the same. I guess the larger question is if you know there is icing, do you really want to fly in there?

Done KSAF <-> KAVL route many times in an O2. In the summer you probably won’t like <=12k unless you like turbulence - and the desert and plains can cook up _real_ turbulence. Fly in the AM or evening. I almost always was at 14/15, and sometimes higher. Yes, the O likes 10-12 better, but it still has respectable performance up high. Plus eastbound in the mid-teens and above you can pick up some monumental tailwinds if you’re lucky (I have seen 70kts+). Wahoo - gotta love a 250 kt ground speed.

The history of Cedar Key is interesting - and tied to the railroad. Pre Civil War, Cedar Key was the primary West Coast railroad hub in FL, and was connected by rail to Fernandina on the East Coast - and Tampa was a backwater. After the Civil War, a segment of the line (the "Florida Railroad") from Archer to Cedar Key was abandoned, and replaced by a route to Tampa Bay. The rest is history...(current Cedar Key population: 700 Metro Tampa: 3.1M) https://en.wikipedia.org/wiki/Florida_Railroad

Sleeping Bear Dunes on a beautiful Sunday afternoon -

Definitely among the more challenging airports in the US. If you choose to fly in, make sure you study the pilot briefing and know it as well as you would know the Oshkosh arrival notam. Winds can be very challenging and cross winds are magnified. Best times are early morning and late evening. I’ve flown in both there and Santa Fe, and after a fashion, I typically flew into Santa Fe and rented a car. In practice it was just easier and less problematic to operate out of Santa Fe for a whole host of reasons and it’s also not so far away that it’s an inconvenient option. On your first time in, if not dead calm, clear skies and reasonable DA, I would recommend Santa Fe.

I have an original Ovation 2-blade prop off of a 2000 O2; TKS; excellent condition, about 1100hours - all records. If you are interested, please message me! - Bob

Sunrise over Lake Erie in Winter

Over St. Ignace, MI with the Mackinac Bridge and Mackinac Island in the frame on a beautiful flying day.

Are there separate power runs to each recog light _from the switch_ on the switched side (makes the install easier) or is it a single run to some other location from which both are fed (harder). Inquisitive minds would appreciate knowing.... Thanks

I'll add another nit for fun... since the JPI is an 800 it is not primary, and the Moritz cluster is primary - so it technically cannot be "ignored." However... ... on my JPI 900 there is no such redline on the EGT (like there is for CHT) - and those folks are absolutely manic about duplicating all appropriate gauge markings on their primary instrument replacements. But then, maybe the digits turn red when the limit is reached (if it even could be) like they turn blue for temps in the blue arc.

Interesting fact: foundry workers get very good at visually estimating the temp of the melt from its color temperature. Old timers can pretty regularly do this to +/-50 degrees.

FYI -

Sure! I call it the ultimate six-pack. BTW - The ADI fails over to the Other ADI in the picture, not the HSI. It's a bit retro, but yet modern. It can do pretty-much anything that the rectangular glass can do, and is a lot more configurable in some respects (the 2 275's that aren't in the stack function as MFD's)...

I have 4 275's in the panel, but installed a 900 rather than a 275 eis. I love the arrangement, especially b/c I can see everything on one screen without scrolling (why I went this route, in fact).

Put mine in today - they look and work great - and no melted spot!

A great and very complete answer - thank you. Makes sense.

Don’t forget low altitude - you really do need 75% - not just WOT - so typ at or below 5k’

Forgive me for getting sidetracked a bit, but this conversation begs a stupid question I’ve always had — why don’t all high performance single engine aircraft have a full feathering prop - multis do to reduce drag on an engine out, so why not singles?

Pictures updated to reflect current available list

Yes it is, but I no longer have all of the probes - if it's listed above, it's still available.

I keep updating the list on the first posting on top -

Just saw your post - they are available if you still want them. Thx -